Vapor-engine.



No. 66|,07-- Patented mw. 6. [900.

.1. B. Ronal-:3.

vAPon ENGINE., (Application led Hay 1, 1899.)

(No Model.)

5 Sheets-Sheet I.

No. salma- Ratentedmv. 6. |900.`

u. B. Hulman.

VAPOR ENGINE.

(Applictinn med may '1, 1899.) (No Model.) 5 Sheets-Sheet 2.

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MTNESSES! SJW/@04% we cams psrsns ao., mom-urne., wAsHwnTou. u. cA

No. 6s|,u7a. .Patented Nov. 6,1900.

.1. s. Roosen.

VAPOR ENGINE.

(Application filed Hay 1, 1899.)

5 Sheets-Shea# 3.

(No Model.)

n/ITNESSES.'

HIS T TOR:

aLl-moi, wAsmNoroN. n. c.

No. 66|,o78. l Patented Nov. 6, |900. .1. s. Houses.

VAPOR ENGINE.

(Application filed May 1, 1899.)l

(No Model.) v 5 Sheets-Sheet 4.

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HAS T TOR/v Ens.

in: ncmus' mans co.. PNcrcm'mo.. wnsnmown, n, c.

Patentd Nov. s, i900.

No. 66|,o7a. l J. B. HODGER.

VAPUR EN'GINE. v

(Application filed May 1, 1899.) (No Model.) 5 sheets-sheet UNITI-3D STATES tPATENT OFFICE.

. JOSEPH B. RODGER, OF BATAVIA, ILLINOIS, ASSIGNOR TO THE CHALLENGE VVINDMILL` AND FEEDv MILL COMPANY, OF SAME PLACE.

VAPOR-ENGINE.

srEIrIoA-TION forming part of Letters Patent No. 661,078, dated November 6, 19eo.

` Application inea Mey 1, 1899. serial No. 715,150. (No model.)

To all whom t may concern,.- Be it known that I, JOSEPH B. RODGER, a'citizen of the United States, residing' in Batavia, in the county of Kane and State of Illinois, have invented a new and useful Improvementin Vapor-Engines, of which the following is a specification.

This invention-relates to gasolene-engines, and my endeavor therein has been to irn- '1o prove the construction thereof in the features hereinafter set forth, and particularly pointed out in the claims, the nature of the invention being fully disclosed in the description given below and also-in the accompanying drawings, in which- Figure l is a side elevation, Fig. 2 aplan,

and Fig. 3 an elevation of the side opposite to 'that shown at Fig. l, of my improved en-L gine. Fig. 4 is an end elevation. Fig. 5 is a 2o section on the line 8 8 of Fig. 2, and. Figs. 6

and 7 are details of the governor. Myimproved enginev belongs to that type of engines in which an ignition and an eXplosion of the gasolene takes place only at alternate revolutions of the crank-shaft.

Referring to the drawings, A represents the bed of the engine; B, its cylinder; C C, the fly-wheels, and' Cthe crank-shaft upon which the fly-wheels are mounted.

D D are the cranks, and D thepiston-rod, connecting the cranks with the piston. E is thel igniting-chamber, located at one side of the cylinder, and F is the exhaustchamber at the other side. These communicate with the interior of the cylinder through ports e and j', respectively. 'lhe valve E in chamber E controls the admission of the oil, and the valve F in chamber F controls the exhaust. The passage E2 admits oil to Valve E', and the passage F2 below the exhaustvalve is the exit-passage for the products of combustion.

The oil is fed by the following means: A pipe G is connected with a'source of oil-supply and leads toa .pump G', which is operated by an elbow-lever G2, pivoted at G3 and having its horizontalA arm connected to-the stem of the pump-piston by a link G4. The lever is actuated in one direction by the con- 5o tact of its vertical arm with the eccentric G5 upon the crank-shaft C and inthe other direction by the springvG, joined to the hori; zontal arm of the lever. y' The pump forces the oil Ithrough the pipe G7 into the overflowchamber H. The latter connects with the oil-feed pipe G7 and with the overflow-pipe H5, leading back tothe source of supply. The oil moves from chamber H to a nozzle H9, horizontally arranged,jas shown, and extending into the elbow H12, which is joined to pipe E2 and counectsthe same with the air-pipe H11, by which the necessary air is admitted to pipe E2, whereit may intermingle with the oil. In' the igniting-chamber is located the' sparking-contacts, one of which may be a spring and is shown at J2. It is mounted on the inner end of a binding-post J5, insulated at J4 and J5.' The' vibrating contact (not shown) is supported on shaft-J7, actuated Aby rod J8, h'avingla strap J9 passed around the eccentric G5, this connection being established by the arm J10 on shaft J7 andtextending over rod J5 and caused to move with therod by means of the spring shown and the arm J15, carried by a sleeve JM, loose upon the rod. The arm J13 bears against. one side of arm J10 and the spring against the opposite side thereof.

For the purpose of startingy the engine I provide the following means: A pipe K, having an uptu'rned open end Khand connected with a hand-pump K2and also havinga checkvalve K5, extends up to'and enters theside of theign'iting-chamber at K4, as shown at Fig. l. A Small amount of oil is poured in at the open end K,fthe controlling-valveK5 opened," and the hand-pump is then operated and acts to open the check-valve and to draw the oil in K', accompanied with air, and force it up into the igniting-chamber. The arm .11 on the sparker-shaft is then temporarily released from the rod J8 by turningthe sleeve J14 from its working position; which is shown at Fig. 6, to the position of Figs. l and 2, this movemeut of the sleeve carrying the arrn'J13 away from engagement with the arm J10. The arm J10 will now be free to be oscillated by hand, and such oscillation will cause a spark, and as soon as the explosion has taken place the 4engine will start and draw its supply of fuel from the pump'G', and the valve K5 in the pipe K should then'be closed and-'the sleeve' IOO turned back, so as to cause reengagement of the arm J10.

In the ordinary operation of the engine the charges of oil and air will be drawn in past the valve E' by the suction created by the piston; but I prefer to provide means whereby said valve may be yieldingly held to its seat, so as to prevent the entrance of. fresh charges. These means are thrown into operation by the engine-governor wheneverthe speed becomes greater than is desired.

The governor comprises two swinging balls L L, fast upon a shaft L', which receives motion through gears L2, L3, and L*1 from the main shaft. L5 are springs bearing upon the swinging balls and 'tending to keep them close to the axis, and these springs are secured to a sleeve L, sliding upon the shaft L'. 1hen the balls throw out, they force the sleeve against the end of and act-nate a horizontally-vibrating lever L7, pivoted at L2 and joined at its farther end to the eye L3 of a rod L10, carrying upon its farther end a notched block L11. rlhis rod is arranged transversely of the engine, as plainly seen more particularly at Figs. 4; and 5. The lever L7 is returned to its normal position by a spring L12, held stationary at one end by a screw L13 and bearing at its other end upon the level', as shown at Fig. 9, and the end of the 4rod L10 to which the block is attached is supported upon a projection L11, formed upon the bracket L13. Upon one side of the gear L3 is a cam M, (seen at Fig. 3,) and this cam, which is geared to revolve only once to two revolutions of the main sl1aft,acts upon the end of a lever made in two parts M' and M2, both pivoted at M3 and locked together, so the part M' may control the part M2 in one direction by means of a pin M on the former projecting over the latter. The part M2 is provided with a knife-edge projection M1, adapted to engage the notch of the block L11. The part M' is held up against the cam by the spring M5. The main purpose of this two-part lever is to operate the exhaust-valve F', as will be mentionedlateron; butit also serves as the means for yieldingly holding valve E' to its seat thro'ugh the medium of the sliding block already described, and a lever M11, pivoted at M1and having in one end a set-screw M3, bear.- ing upon the top of the part M2 of the twopart lever, and also having a spring extension M3, joined to the stem of valve E'. The operation of these parts, briefly, is as follows: Vhen the governor-balls open .beyond the extent caused by the normal speed of the engine, they force lever L7 in the direction which causes the rod L2 to move the block L11 directly under the knife-edge M1, thereby holding the part M2 of the two-part lever up, so that it cannot move down any farther than is permitted by the engagement of the knifeedge with the block. The two parts of the lever are joined in such manner as to permit v this holding up of the part M2 independently, and it results in-the retaining of the valve E' upon its seat, because the lever M6 is thereby held in theposition in which its springarm will act vdownwardly upon the valve stem, and the valve being thus detained on its seat no fresh charges are admitted, and in consequence the engine soon slows down, and the closing of the governor-balls allows the spring L12 to return lever L1 to its normal position, which causes the shifting of block L11 away from the part lever M2 and allows the latter to resume its vertical movements with the part M'. The lever M2 when locked in its upper position by the block L11 also acts to hold the exhaust-valve F' open at the same time the valve E' is closed. This is due to the extension of the stem F3 of said valve F' down to a bearing on the lever M2, as seen at Figs. l and 3, and in consequence of the holding open of the exhaust-valve in this manner it will be seen that there will be no danger of the suction on the inlet-valve overcoming the power of spring M2. The spring F1, surrounding the stem F3, acts to retain the exhaust-valve in its closed position, except when overcome by the lever M2 at the proper times for giving egress to the products of combustion, and it also acts incidentally to return lever M2 after its upward movements.

For stopping the engine I employ the device shown at Fig. 3, consisting of a vertical lever N, freely pivoted to the bed at N' and having at its upperend a pivoted weight N2, controlling the lever. At its lower end the lever is positioned between two guide-pins N3 and N4, secured in part lever M', and at said end it is also provided with a projection N3. In the position shown the weight inclines in the direction which throws the lever against the pin N1, this being the position occupied while the engine is running; but if the weight be thrown over so as to incline in the opposite direction the bottom of the lever will be movedagainst the pin N3, and in this position at the first downward movement of lever M' `the projection N5 will set over and engage said pin and lock the lever in its lower position, and this results in the holding ot' the part lever M2 in its upper position, with the inlet-valve closed and the exhaust open. It will thus be seen that the engineer has only to reverse the weight N2 from the position illustrated to stop the engine. This optional mechanism for controlling the valves is also useful in starting the engine, as it enables the operator to turn the ily-wheel by hand without causing any compression in the cylinder. The electric circuit used for causing the ignition of the vapor is established just before and broken just after each ignition, so that no waste of battery-power will occur at the contacts taking place between the sparking devices during the intervals between the ignitions. In order to accomplish this result, the wire from one side of the battery is connected to the bolt-head J6, and the one from the other side is joined to aspring-contact O, supported upon but insulated from the stationary part of the engine in such position that one of its ends will bear upon the point of cam IWI as the latter passes. While this contact of the cam continues, the current is established from the cam through the intervening parts ot' the engine to the movable sparker, but will be broken as soon as the cam has passed out. from the contact. Of course it will be understood that the circuit will be established in this manner whenever the charge of vapor in the cylinder is ready for ignition and broken immediately after the ignition, so that no current will be on during the ensuing three contacts between the sparking devices.

When the engine is running, the cam M through the medium of the two-part lever M/ M2 lifts the valve F at the proper times to give escape to the products of the explosions, the closing of said valve being brought about by the spring F4.

In addition to the other objects attained b v making the exhaust-lever M'M2 in two parts is the avoidance of the noise which occurs when integral levers are used by reason of the contact therewith of the earn. With the twopart lever it becomes possible to keep the roller on the part M' of the level' in constant bearing with the cam while the part M2 is locked, thereby preventing all noise at the cam and causing only a slight click at the pin Mn. The adjusting-screw M8 serves not only to regulate the tension of the spring M9, but also to regulate the extent of opening of the intake-valve.

I claiml. 'Ihe combination of the governor with the intake and exhaust valves, and the twopart level', the governor controlling said lever and preventing it from opening the exhaust-valve and also acting to hold the intake-valve closed, substantially as specified.

2. The combination with the intake and exhaust valves of a vapor-engine, of a twopart lever Ml M2, the cam actuating said lever, the governor, and means whereby the governor may cause said lever to hold said valves against operating, substantially as specified.

3. The combination with the 'intake and exhaust valves of a vapor-engine, of a twopart lever M M2, the cam actuating said 1ever, the governor, and means whereby the governor may cause said lever to hold the intake-valve closed and the exhaust-valve open,

substantially as speciiied.

4. The combination with an intake-valve, of a pivoted lever M6 having a spring extension connecting it to the valve, an adjusting device for regulating the tension of the spring and the throw of the valve, a lever M2 for locking the lever M6, the governor, and means having no connection with the exhaust-valve whereby the governor causes the locking ac; tion by lever M2, substantially as specified.

5. The combination with the intake-valve and the pivoted lever M6 having a spring extension connecting it to the valve, of the twopart lever, one part of which is adapted to lock said lever MG, the governor, and connections between the governor and the two-part lever, whereby the latter is made to lock lever MG, substantially as specified.

6. The combination with the governor and exhaust-valve, of a two-part lever and cam' actuating the other in one direction, and

means for locking the part thus actuated, substantially as specified.

9. The combination with the exhaust-valve lever, made in two parts M and M2 as set forth, of means for locking the part M' down,

thereby causing the retention of the valve in its open position, substantially as specified. l0. The combination with the exhaust-valve and its pivoted operating-lever, the latter made in two parts M and M2, of means operable at will acting to lock the part M in its lower position and thereby t`o raise the part M210 its upper position and holding the Valve open, substantially as specified.

ll. [n a gasolene-engine, the intake and exhaust valves and the two-part lever connected to both valves, in combination with a lever N locking one part of said lever, and a weighted handle N2 controlling said lever N, substantially as specified. y

l2, In a gasolene-engine, the intake and exhaust valves, and their operating mechanism, the latter embracing a two-part lever, in combination with a controlling-lever N operable at will and having a pivoted weight N2,

substantially as specified.

I3. In a gasolene-engine, the combination with the intake and exhaust valves and their operating mechanism, of a hand-lever N for controlling said operating mechanism, said lever having two positions and also having a pivoted and weighted handle for retaining it in said positions, substantially as speciiied.

A JOSEPH B. RODGER.

Witnesses:

L. E. CURTIS, EDw. S. EvARTs.

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